US6286305B1 - Model based enrichment for exhaust temperature protection - Google Patents
Model based enrichment for exhaust temperature protection Download PDFInfo
- Publication number
- US6286305B1 US6286305B1 US09/511,229 US51122900A US6286305B1 US 6286305 B1 US6286305 B1 US 6286305B1 US 51122900 A US51122900 A US 51122900A US 6286305 B1 US6286305 B1 US 6286305B1
- Authority
- US
- United States
- Prior art keywords
- catalyst temperature
- fuel
- enrichment
- stabilized catalyst
- calculating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
- F02D2200/0804—Estimation of the temperature of the exhaust gas treatment apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
Definitions
- the present invention relates generally to the control of internal combustion engines and more particularly to a control device and a method for controlling the enrichment of a fuel/air ratio supplied to an internal combustion engine to maintain the temperature of a catalyst in a catalytic converter below a predetermined temperature limit.
- Catalytic converters are used to reduce major air pollutants, such as hydrocarbons, carbon monoxide and oxides of nitrogen, contained in the exhaust gas from an internal combustion engine of a motor vehicle.
- Each converter contains catalysts that produce an exothermic chemical reaction that transforms noxious pollutants into carbon dioxide and water vapor.
- the catalytic converter is integrated downstream from the vehicle's engine into the vehicle's exhaust system.
- the present invention provides a method for controlling the temperature of a catalyst in a catalytic converter.
- the method includes the steps of calculating a stabilized catalyst temperature limit, determining a stabilized catalyst temperature without enrichment, comparing the stabilized catalyst temperature limit with the stabilized catalyst temperature without enrichment and enriching a fuel/air ratio to maintain a stabilized catalyst temperature at the stabilized catalyst temperature limit if the stabilized catalyst temperature without enrichment is greater than the stabilized catalyst temperature limit.
- a vehicle having a controller for controlling the enrichment of an air/fuel ratio to control the temperature of a catalyst in a catalytic converter is also provided.
- FIG. 1 is a schematic illustration of a portion of a vehicle constructed in accordance with the teachings of the present invention.
- FIG. 2 is a schematic illustration of the method of the present invention in flow chart form.
- Vehicle 10 is shown to include an engine assembly 12 , an air intake system 14 , an exhaust system 16 , an exhaust gas recirculation system 18 and a controller 20 .
- Engine assembly 12 conventionally includes an internal combustion engine 30 , a plurality of fuel injectors 32 , a plurality of spark plugs 34 , a knock sensor 36 and a crankshaft speed sensor 38 .
- Controller 20 is conventionally coupled to fuel injectors 32 to selectively control the magnitude of a fuel charge delivered to each of the cylinders of engine 30 . Controller 20 is also conventionally coupled to spark plugs 34 to permit the spark delivery angle to be varied in a desired manner.
- Knock sensor 36 is coupled to engine 30 and is operable for sensing vibrations associated with a knocking cylinder and producing a knock sensor signal in response thereto.
- Crankshaft speed sensor 38 is operable for sensing the rotational speed of the engine crankshaft (not specifically shown) and producing a speed signal in response thereto.
- Controller 20 receives knock sensor signal and speed signal.
- Air intake system 14 is shown to include an intake manifold 40 , a throttle 42 , a manifold absolute pressure MAP sensor 44 , a throttle position sensor 46 and an ambient air temperature sensor 47 .
- Intake manifold 40 and throttle 42 are conventional in construction and operation and need not be discussed in detail.
- throttle 42 is selectively positionable between a closed position which inhibits the flow of air into intake manifold 40 , and an open position.
- Throttle 42 and the plurality of fuel injectors 32 cooperate to form a fuel/air delivery means 48 for selectively controlling a fuel/air ratio delivered to engine 30 .
- MAP sensor 44 is operable for sensing the pressure of a gas in the intake manifold 40 and producing a MAP sensor signal in response thereto.
- Throttle position sensor 46 is operable for sensing the amount by which throttle 42 is opened and producing a throttle position signal in response thereto.
- Ambient air temperature sensor 47 is operable for sensing the temperature of the air being drawn into air intake system 14 and producing an ambient air temperature signal in response thereto.
- Controller 20 receives the MAP signal, the throttle position signal and the ambient air temperature signal. Controller 20 is able to calculate the flow rate of air into engine 30 based on the signals from the sensors described above.
- Exhaust system 16 includes an exhaust manifold 50 and a catalytic converter 52 .
- Exhaust manifold 50 and catalytic converter 52 are conventional in their construction and operation and need not be discussed in detail. Briefly, exhaust manifold 50 directs exhaust gases into catalytic converter 52 where the exhaust gases contact a catalyst 56 . If the temperature of catalyst 56 is above a predetermined light-off temperature, catalyst 56 participates in an exothermic reaction wherein noxious components of the exhaust gases are converted to carbon dioxide and water vapor. Controller 20 is able to calculate the flow rate of exhaust gases discharged from engine 30 since the intake air flow is known.
- Exhaust gas recirculation system 18 includes a conduit 60 and a valve assembly 62 .
- Conduit 60 couples valve assembly 62 to exhaust system 16 and air intake system 14 .
- Controller 20 is operable for selectively controlling valve assembly 62 between an open position and a closed position to control an amount of exhaust gas input to air intake system 14 .
- Controller 20 is also coupled to a plurality of vehicle sensors, such as vehicle speed sensor 70 , and receives a plurality of sensor signals indicative of a plurality of vehicle dynamics, such as the vehicle speed.
- the method of the present invention is illustrated in flowchart form.
- the method is entered at bubble 100 and proceeds to block 102 where the methodology determines a first catalyst temperature. If the updated catalyst temperature is known from a previous iteration of the methodology and engine assembly 12 has not been turned off, the methodology will set the first catalyst temperature equal to the updated catalyst temperature in block 102 .
- the methodology will set the first catalyst temperature equal to an initialized startup value which has been calculated from a model that considers the value of last catalyst temperature that had been calculated, the ambient air temperature and the elapsed time since the calculation of the last catalyst temperature.
- the initialized startup value may be calculated according to the following formula:
- T ( ISUV ) T ( LCCT ) ⁇ [ T ( LCCT ) ⁇ T ( AMB )] ⁇ CDF ⁇
- T(ISUV) the initialized startup value
- T(AMB) the ambient air temperature
- CDF a cool down fraction which approximates how completely the catalyst 56 has cooled down based upon the elapsed time since the calculation of the last catalyst temperature.
- the methodology next proceeds to block 104 where the methodology determines the quantity of cylinders which are not being actively fueled, as when engine 30 is being used as an air pump to decelerate the vehicle or to provide greater fuel economy. The methodology then proceeds to block 106 .
- the methodology next determines a steady state base temperature of catalyst 56 .
- the steady state base temperature is related to both the amount of heat which is directed to catalyst 56 and the amount of heat generated by catalyst 56 at the present condition under which vehicle 10 is being operated.
- data for the steady state base temperature is provided in tabular form and is based on the manifold absolute pressure and the engine rotational speed.
- the methodology next proceeds to block 108 where a heat-sink term is calculated.
- the heat-sink term reflects the loss of heat from the exhaust gas to the exhaust system 16 after vehicle 10 is started.
- the heat sink term is initialized at the start-up of the vehicle 10 and is based on the amount of time since the engine assembly 12 had last been operated (i.e., the length of time the engine assembly 12 had been off).
- the heat sink term decays to a value of zero at a rate based on the flow rate of exhaust gases discharged from engine 30 .
- the methodology next proceeds to block 110 .
- the methodology calculates a convection cooling correction term based on the speed of vehicle 10 as sensed by vehicle speed sensor 70 .
- the convection cooling correction term takes into consideration the fact that heat will be released from the catalytic converter 52 to the environment through convection cooling when vehicle 10 is being operated and that the amount of heat that is released will be approximately proportional to the speed of vehicle.
- the methodology next proceeds to block 112 .
- the methodology determines the ambient air temperature as sensed by ambient air temperature sensor 47 .
- the methodology calculates the difference between a reference temperature and the ambient temperature and uses this difference to calculate an ambient cooling correction term.
- the ambient cooling correction term takes into consideration the fact that the data for the steady state base temperature is based on data taken at a predetermined ambient temperature such as 70° F. Accordingly, the ambient cooling correction term compensates for the variances in the convection cooling correction term that result when the ambient temperature varies from the predetermined ambient temperature at which the data for the steady state base temperature was taken.
- the ambient cooling correction term is determined by multiplying the difference between a reference temperature and the ambient temperature by a predetermined ambient correction gain.
- the methodology next proceeds to block 114 where the methodology determines an actual fuel/air ratio, calculates the difference between a stoichiometric fuel/air ratio and the actual fuel/air ratio and uses the difference between the stoichiometric fuel/air ratio and the actual fuel/air ratio to calculate an enrichment cooling correction term.
- the enrichment cooling correction term takes into consideration the heat that is absorbed by unburned fuel that exits the engine 30 .
- the enrichment cooling correction term is determined by multiplying the absolute value of the difference between the stoichiometric fuel/air ratio and the actual fuel/air ratio by a predetermined fuel/air correction gain.
- the methodology then proceeds to block 116 where the methodology calculates a spark angle heating rate correction term.
- the methodology initially determines a theoretical spark delivery angle that provides a maximum brake torque.
- the methodology next determines an actual spark delivery angle which may be the most recent spark delivery angle used or an average spark delivery angle as applied to several of the spark plugs 34 .
- the methodology then calculates a difference between the theoretical spark delivery angle and the actual spark delivery angle and uses this difference to calculate a spark angle heating rate correction term.
- the spark angle heating rate correction term takes into account that as the actual spark delivery angle moves away from the theoretical spark delivery angle for maximum brake torque, less energy from the combustion of a fuel charge is being used in the engine 30 for work (i.e., to push the pistons and rotate the crankshaft) and more energy is being used for the production of heat.
- the spark angle heating rate correction term is determined by multiplying the difference between the theoretical spark delivery angle and the actual spark delivery angle by a predetermined spark correction gain. The methodology next proceeds to block 118 .
- the methodology calculates a misfire heating correction term.
- the methodology initially determines the rate at which the engine 30 is misfiring and uses this rate to calculate the misfire heating correction term. Accordingly, the misfire heating correction term takes into account the absence of combustion in a cylinder that is misfiring and the associated increase in the amount of chemical energy rejected by the engine 30 in the exhaust gases.
- the misfire heating correction term is determined by multiplying the rate of misfire by a predetermined misfire correction gain.
- the methodology next proceeds to block 120 where the methodology determines if an exothermic heating rate correction term is to be excluded.
- the exothermic heating rate correction term compensates for the quantity of heat produced by the exothermal reaction within the catalytic converter 52 ; the exothermal reaction, however, will only take place if the temperature of catalyst 56 is over a predetermined catalyst light-off temperature. Accordingly, the methodology first determines if the first catalyst temperature (as determined at block 102 ) exceeds a predetermined catalyst light-off temperature. If the first catalyst temperature exceeds the predetermined catalyst light-off temperature, the exothermic heating rate correction term is set to a first predetermined value, such as zero. If the first catalyst temperature does not exceed the predetermined catalyst light-off temperature, the exothermic heating rate correction term is set to a second predetermined value. The methodology next proceeds to block 124 .
- the methodology next proceeds to block 124 where a first portion of the stabilized catalyst temperature is calculated.
- the stabilized catalyst temperature is the temperature that the catalyst would stabilize at if the present operating conditions were held constant for a sufficient amount of time. Accordingly, the stabilized catalyst temperature is not necessarily equal to the temperature of the catalyst.
- the methodology initially sums the steady state base temperature with the heat-sink term, the convection cooling correction term, the ambient cooling correction term, the enrichment cooling correction term, the spark angle heating rate correction term, the misfire heating correction term and the exothermic heating rate correction term. This sum is then multiplied by the fraction of cylinders which are being actively fueled.
- the fraction of cylinders which are being actively fueled is equal to the quantity of 1 ⁇ [(the quantity of cylinders not being actively fueled)/(the total quantity of cylinders)].
- the methodology next proceeds to block 126 where a second portion of the stabilized catalyst temperature is calculated.
- the second portion of the stabilized catalyst temperature is based on the fraction of cylinders which are not being actively fueled.
- the fraction of cylinders which are not being actively fueled is equal to the quantity of cylinders not being actively fueled divided by the total quantity of cylinders. This fraction is multiplied by the temperature of the air after it is pumped through the engine 30 .
- the methodology then proceeds to block 128 .
- the methodology determines an update fraction.
- the update fraction controls the rate of change of the catalyst temperature from the present value to the stabilized catalyst temperature.
- the update fraction is based on the flow rate of exhaust gases discharged from engine 30 and the throttle state (i.e., whether the throttle is open or closed).
- the methodology calculates an updated catalyst temperature.
- the updated catalyst temperature is equal to the quantity of ⁇ [(the first portion of the stabilized catalyst temperature)+(the second portion of the second stabilized catalyst temperature)] ⁇ (update fraction) ⁇ + ⁇ (the first catalyst temperature) ⁇ [1 ⁇ (the update fraction)] ⁇ .
- the methodology next proceeds to block 132 to determine the stabilized catalyst temperature limit.
- the stabilized catalyst temperature limit is based on a predetermined catalyst temperature limit beyond which catalyst 56 should not be heated, such as 900° C. (1650° F.).
- the stabilized catalyst temperature limit is equal to the quantity of ⁇ (the predetermined temperature limit) ⁇ [(the first catalyst temperature) ⁇ (1 ⁇ (the update fraction))] ⁇ /(the update fraction).
- the stabilized catalyst temperature limit represents the value of the stabilized catalyst temperature which will cause the stabilized catalyst temperature limit to equal the catalyst temperature limit.
- the methodology next proceeds to block 133 where the methodology determines the effect on the stabilized catalyst temperature if no enrichment of the fuel/air ratio is made.
- the stabilized catalyst temperature without enrichment is equal to the stabilized catalyst temperature where the enrichment cooling correction term is equal to zero (as if the actual fuel/air ratio is equal to the stoichiometric fuel/air ratio).
- the methodology next proceeds to decision block 134 where the methodology compares the stabilized catalyst temperature without enrichment to the stabilized catalyst temperature limit. If the stabilized catalyst temperature without enrichment does not exceed the stabilized catalyst temperature limit, no enrichment is required to maintain the temperature of catalyst 56 below the predetermined temperature limit and the methodology returns to block 102 .
- the methodology determines the magnitude of the required enrichment.
- the magnitude of the required enrichment is equal to [(the stabilized catalyst temperature without enrichment) ⁇ (the stabilized catalyst temperature limit)]/(the predetermined fuel/air correction gain). The predetermined fuel/air correction gain was used previously in block 114 .
- the methodology next proceeds to block 138 where an enrichment change rate is calculated.
- the methodology then proceeds to decision block 140 where the enrichment change rate is compared to a predetermined change rate limit. If the enrichment change rate does not exceed the change rate limit, the methodology proceeds to block 142 where the magnitude of the required enrichment calculated in block 136 is used to enrich the fuel/air ratio (i.e., the magnitude of the enrichment made to the fuel/air ratio is equal to the required enrichment calculated in block 136 ).
- the methodology then returns to block 102 .
- the methodology proceeds to block 144 where the change rate limit is used to enrich the fuel/air ratio (i.e., the magnitude of the enrichment made to the fuel/air ratio is equal to the change rate limit). The methodology then returns to block 102 .
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
Claims (15)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/511,229 US6286305B1 (en) | 2000-02-23 | 2000-02-23 | Model based enrichment for exhaust temperature protection |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/511,229 US6286305B1 (en) | 2000-02-23 | 2000-02-23 | Model based enrichment for exhaust temperature protection |
Publications (1)
Publication Number | Publication Date |
---|---|
US6286305B1 true US6286305B1 (en) | 2001-09-11 |
Family
ID=24034003
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/511,229 Expired - Lifetime US6286305B1 (en) | 2000-02-23 | 2000-02-23 | Model based enrichment for exhaust temperature protection |
Country Status (1)
Country | Link |
---|---|
US (1) | US6286305B1 (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6601382B2 (en) * | 2001-11-15 | 2003-08-05 | Ford Global Technologies, Llc | Method and apparatus for determining a temperature of an emission catalyst |
US20030168442A1 (en) * | 2001-03-08 | 2003-09-11 | Cole Porter | System and method to control radial delta temperature |
US6655131B1 (en) * | 1999-11-26 | 2003-12-02 | Robert Bosch Gmbh | Method of protecting a catalytic converter |
EP1329627A3 (en) * | 2002-01-16 | 2006-04-05 | Bayerische Motoren Werke Aktiengesellschaft | Method of and apparatus for controlling of a component protection function |
US20060142932A1 (en) * | 2004-12-28 | 2006-06-29 | Honda Motor Co., Ltd | Plant temperature control system |
US20070028591A1 (en) * | 2004-10-28 | 2007-02-08 | Benoit Fecamp | Control system of an internal combustion engine |
FR2937087A1 (en) * | 2008-10-15 | 2010-04-16 | Peugeot Citroen Automobiles Sa | Component's e.g. exhaust manifold, temperature estimating method for motor vehicle, involves estimating local temperature of air at level of component, and solving differential equation relative to temperature of component |
Citations (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5018348A (en) | 1988-12-10 | 1991-05-28 | Daimler-Benz Ag | Method for detecting the condition of catalytic converters |
US5414994A (en) * | 1994-02-15 | 1995-05-16 | Ford Motor Company | Method and apparatus to limit a midbed temperature of a catalytic converter |
US5606855A (en) * | 1993-11-02 | 1997-03-04 | Unisia Jecs Corporation | Apparatus and method for estimating the temperature of an automotive catalytic converter |
US5645745A (en) | 1994-09-02 | 1997-07-08 | Chrysler Corporation | Circuit and control method for electrically heating a catalyst |
US5722236A (en) * | 1996-12-13 | 1998-03-03 | Ford Global Technologies, Inc. | Adaptive exhaust temperature estimation and control |
US5729971A (en) * | 1995-10-23 | 1998-03-24 | Nissan Motor Co., Ltd. | Engine catalyst temperature estimating device and catalyst diagnostic device |
US5802843A (en) * | 1994-02-10 | 1998-09-08 | Hitachi, Ltd. | Method and apparatus for diagnosing engine exhaust gas purification system |
US5802844A (en) | 1995-06-30 | 1998-09-08 | Chrysler Corporation | After-burner heated catalyst system and associated control circuit and method |
US5847271A (en) | 1996-05-08 | 1998-12-08 | Chrysler Corporation | Catalytic converter efficiency monitor |
US5857163A (en) * | 1995-12-12 | 1999-01-05 | General Motors Corporation | Adaptive engine control responsive to catalyst deterioration estimation |
US5855113A (en) * | 1997-03-28 | 1999-01-05 | Ford Global Technologies, Inc. | Method and system for controlling the temperature of an exhaust system having a variable length exhaust pipe |
US5930993A (en) * | 1995-12-23 | 1999-08-03 | Volkswagen Ag | Method for monitoring the exhaust gas conversion rate of an exhaust catalyst for an internal combustion engine |
US5945597A (en) | 1996-05-08 | 1999-08-31 | Chrysler Corpoation | Method for monitoring catalytic converter efficiency |
US5983628A (en) | 1998-01-29 | 1999-11-16 | Chrysler Corporation | System and method for controlling exhaust gas temperatures for increasing catalyst conversion of NOx emissions |
US5987885A (en) | 1998-01-29 | 1999-11-23 | Chrysler Corporation | Combination catalytic converter and heat exchanger that maintains a catalyst substrate within an efficient operating temperature range for emmisions reduction |
US6006153A (en) | 1998-10-22 | 1999-12-21 | Chrysler Corporation | Discrete processing catalyst monitoring |
US6092368A (en) * | 1996-03-01 | 2000-07-25 | Hitachi, Ltd. | Function diagnostic system for an exhaust gas purifying apparatus in an internal combustion engine |
-
2000
- 2000-02-23 US US09/511,229 patent/US6286305B1/en not_active Expired - Lifetime
Patent Citations (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5018348A (en) | 1988-12-10 | 1991-05-28 | Daimler-Benz Ag | Method for detecting the condition of catalytic converters |
US5606855A (en) * | 1993-11-02 | 1997-03-04 | Unisia Jecs Corporation | Apparatus and method for estimating the temperature of an automotive catalytic converter |
US5802843A (en) * | 1994-02-10 | 1998-09-08 | Hitachi, Ltd. | Method and apparatus for diagnosing engine exhaust gas purification system |
US6050087A (en) * | 1994-02-10 | 2000-04-18 | Hitachi, Ltd. | Method and apparatus for diagnosing engine exhaust gas purification system |
US5414994A (en) * | 1994-02-15 | 1995-05-16 | Ford Motor Company | Method and apparatus to limit a midbed temperature of a catalytic converter |
US5645745A (en) | 1994-09-02 | 1997-07-08 | Chrysler Corporation | Circuit and control method for electrically heating a catalyst |
US5802844A (en) | 1995-06-30 | 1998-09-08 | Chrysler Corporation | After-burner heated catalyst system and associated control circuit and method |
US5729971A (en) * | 1995-10-23 | 1998-03-24 | Nissan Motor Co., Ltd. | Engine catalyst temperature estimating device and catalyst diagnostic device |
US5857163A (en) * | 1995-12-12 | 1999-01-05 | General Motors Corporation | Adaptive engine control responsive to catalyst deterioration estimation |
US5930993A (en) * | 1995-12-23 | 1999-08-03 | Volkswagen Ag | Method for monitoring the exhaust gas conversion rate of an exhaust catalyst for an internal combustion engine |
US6092368A (en) * | 1996-03-01 | 2000-07-25 | Hitachi, Ltd. | Function diagnostic system for an exhaust gas purifying apparatus in an internal combustion engine |
US5945597A (en) | 1996-05-08 | 1999-08-31 | Chrysler Corpoation | Method for monitoring catalytic converter efficiency |
US5847271A (en) | 1996-05-08 | 1998-12-08 | Chrysler Corporation | Catalytic converter efficiency monitor |
US5722236A (en) * | 1996-12-13 | 1998-03-03 | Ford Global Technologies, Inc. | Adaptive exhaust temperature estimation and control |
US5855113A (en) * | 1997-03-28 | 1999-01-05 | Ford Global Technologies, Inc. | Method and system for controlling the temperature of an exhaust system having a variable length exhaust pipe |
US5983628A (en) | 1998-01-29 | 1999-11-16 | Chrysler Corporation | System and method for controlling exhaust gas temperatures for increasing catalyst conversion of NOx emissions |
US5987885A (en) | 1998-01-29 | 1999-11-23 | Chrysler Corporation | Combination catalytic converter and heat exchanger that maintains a catalyst substrate within an efficient operating temperature range for emmisions reduction |
US6006153A (en) | 1998-10-22 | 1999-12-21 | Chrysler Corporation | Discrete processing catalyst monitoring |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6655131B1 (en) * | 1999-11-26 | 2003-12-02 | Robert Bosch Gmbh | Method of protecting a catalytic converter |
US20030168442A1 (en) * | 2001-03-08 | 2003-09-11 | Cole Porter | System and method to control radial delta temperature |
US6864466B2 (en) * | 2001-03-08 | 2005-03-08 | Aviza Technology, Inc. | System and method to control radial delta temperature |
US6601382B2 (en) * | 2001-11-15 | 2003-08-05 | Ford Global Technologies, Llc | Method and apparatus for determining a temperature of an emission catalyst |
EP1329627A3 (en) * | 2002-01-16 | 2006-04-05 | Bayerische Motoren Werke Aktiengesellschaft | Method of and apparatus for controlling of a component protection function |
US20070028591A1 (en) * | 2004-10-28 | 2007-02-08 | Benoit Fecamp | Control system of an internal combustion engine |
US8678814B2 (en) * | 2004-10-28 | 2014-03-25 | General Electric Company | Control system of an internal combustion engine |
US20060142932A1 (en) * | 2004-12-28 | 2006-06-29 | Honda Motor Co., Ltd | Plant temperature control system |
US7305819B2 (en) * | 2004-12-28 | 2007-12-11 | Honda Motor Co., Ltd. | Plant temperature control system |
FR2937087A1 (en) * | 2008-10-15 | 2010-04-16 | Peugeot Citroen Automobiles Sa | Component's e.g. exhaust manifold, temperature estimating method for motor vehicle, involves estimating local temperature of air at level of component, and solving differential equation relative to temperature of component |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP3465490B2 (en) | Exhaust gas purification device for internal combustion engine | |
US6735937B2 (en) | Engine air and fuel control | |
US5661971A (en) | Method for reducing pollutants in the exhaust gas of a multi-cylinder internal combustion engine | |
US5842341A (en) | Exhaust emission purification apparatus for an internal combustion engine | |
US5414994A (en) | Method and apparatus to limit a midbed temperature of a catalytic converter | |
JP3972611B2 (en) | Exhaust gas purification device for internal combustion engine | |
US5592919A (en) | Electronic control system for an engine and the method thereof | |
JPH03271544A (en) | Control device of internal combustion engine | |
US8224553B2 (en) | Method and device for operating an internal combustion engine | |
US6176228B1 (en) | Method for determining cylinder vapor concentration | |
US6554091B2 (en) | Engine output controller | |
US6295806B1 (en) | Catalyst temperature model | |
US7111454B2 (en) | Fuel control compensation for secondary air system flow variation | |
US6286305B1 (en) | Model based enrichment for exhaust temperature protection | |
US7198030B2 (en) | Internal combustion engine | |
US6148801A (en) | Method for controlling a fuel quantity to be fed to an internal combustion engine and engine control device operating according to the method | |
US6237328B1 (en) | Engine control with a fuel vapor purge system | |
US6233924B1 (en) | Temperature control method for a direct injection engine | |
US5974785A (en) | Closed loop bias air/fuel ratio offset to enhance catalytic converter efficiency | |
US6230484B1 (en) | Direct injection engine control with a fuel vapor purge system | |
US6192672B1 (en) | Engine control method with multiple emission control devices | |
US6173698B1 (en) | Closed loop exhaust gas sensor fuel control audited by dynamic crankshaft measurements | |
JP4888368B2 (en) | Control device for internal combustion engine | |
US6256982B1 (en) | Fuel vapor purge for a direct injection engine | |
US6192674B1 (en) | Heat generation method in an emission control device |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: DAIMLERCHRYSLER CORPORATION, MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:POUBLON, MARK J;WOLFE, KATHRYN A;REEL/FRAME:010623/0659;SIGNING DATES FROM 20000217 TO 20000221 |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
FPAY | Fee payment |
Year of fee payment: 4 |
|
AS | Assignment |
Owner name: WILMINGTON TRUST COMPANY, DELAWARE Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - FIRST PRIORITY;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:019773/0001 Effective date: 20070803 Owner name: WILMINGTON TRUST COMPANY, DELAWARE Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - FIRST PRIORITY;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:019773/0001B Effective date: 20070803 Owner name: WILMINGTON TRUST COMPANY,DELAWARE Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - FIRST PRIORITY;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:019773/0001 Effective date: 20070803 |
|
AS | Assignment |
Owner name: WILMINGTON TRUST COMPANY, DELAWARE Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - SECOND PRIORITY;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:019767/0810 Effective date: 20070803 Owner name: WILMINGTON TRUST COMPANY, DELAWARE Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - SECOND PRIORITY;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:019767/0810B Effective date: 20070803 Owner name: WILMINGTON TRUST COMPANY,DELAWARE Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - SECOND PRIORITY;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:019767/0810 Effective date: 20070803 |
|
AS | Assignment |
Owner name: DAIMLERCHRYSLER COMPANY LLC, MICHIGAN Free format text: CHANGE OF NAME;ASSIGNOR:DAIMLERCHRYSLER CORPORATION;REEL/FRAME:021779/0793 Effective date: 20070329 |
|
AS | Assignment |
Owner name: CHRYSLER LLC, MICHIGAN Free format text: CHANGE OF NAME;ASSIGNOR:DAIMLERCHRYSLER COMPANY LLC;REEL/FRAME:021826/0001 Effective date: 20070727 |
|
AS | Assignment |
Owner name: US DEPARTMENT OF THE TREASURY, DISTRICT OF COLUMBI Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - THIR;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:022259/0188 Effective date: 20090102 Owner name: US DEPARTMENT OF THE TREASURY,DISTRICT OF COLUMBIA Free format text: GRANT OF SECURITY INTEREST IN PATENT RIGHTS - THIR;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:022259/0188 Effective date: 20090102 |
|
FPAY | Fee payment |
Year of fee payment: 8 |
|
AS | Assignment |
Owner name: CHRYSLER LLC, MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:US DEPARTMENT OF THE TREASURY;REEL/FRAME:022910/0273 Effective date: 20090608 |
|
AS | Assignment |
Owner name: CHRYSLER LLC, MICHIGAN Free format text: RELEASE OF SECURITY INTEREST IN PATENT RIGHTS - FIRST PRIORITY;ASSIGNOR:WILMINGTON TRUST COMPANY;REEL/FRAME:022910/0498 Effective date: 20090604 Owner name: CHRYSLER LLC, MICHIGAN Free format text: RELEASE OF SECURITY INTEREST IN PATENT RIGHTS - SECOND PRIORITY;ASSIGNOR:WILMINGTON TRUST COMPANY;REEL/FRAME:022910/0740 Effective date: 20090604 Owner name: NEW CARCO ACQUISITION LLC, MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:022915/0001 Effective date: 20090610 Owner name: THE UNITED STATES DEPARTMENT OF THE TREASURY, DIST Free format text: SECURITY AGREEMENT;ASSIGNOR:NEW CARCO ACQUISITION LLC;REEL/FRAME:022915/0489 Effective date: 20090610 Owner name: CHRYSLER LLC,MICHIGAN Free format text: RELEASE OF SECURITY INTEREST IN PATENT RIGHTS - FIRST PRIORITY;ASSIGNOR:WILMINGTON TRUST COMPANY;REEL/FRAME:022910/0498 Effective date: 20090604 Owner name: CHRYSLER LLC,MICHIGAN Free format text: RELEASE OF SECURITY INTEREST IN PATENT RIGHTS - SECOND PRIORITY;ASSIGNOR:WILMINGTON TRUST COMPANY;REEL/FRAME:022910/0740 Effective date: 20090604 Owner name: NEW CARCO ACQUISITION LLC,MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CHRYSLER LLC;REEL/FRAME:022915/0001 Effective date: 20090610 Owner name: THE UNITED STATES DEPARTMENT OF THE TREASURY,DISTR Free format text: SECURITY AGREEMENT;ASSIGNOR:NEW CARCO ACQUISITION LLC;REEL/FRAME:022915/0489 Effective date: 20090610 |
|
AS | Assignment |
Owner name: CHRYSLER GROUP LLC, MICHIGAN Free format text: CHANGE OF NAME;ASSIGNOR:NEW CARCO ACQUISITION LLC;REEL/FRAME:022919/0126 Effective date: 20090610 Owner name: CHRYSLER GROUP LLC,MICHIGAN Free format text: CHANGE OF NAME;ASSIGNOR:NEW CARCO ACQUISITION LLC;REEL/FRAME:022919/0126 Effective date: 20090610 |
|
AS | Assignment |
Owner name: CHRYSLER GROUP LLC, MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:THE UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:026343/0298 Effective date: 20110524 Owner name: CHRYSLER GROUP GLOBAL ELECTRIC MOTORCARS LLC, NORT Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:THE UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:026343/0298 Effective date: 20110524 |
|
AS | Assignment |
Owner name: CITIBANK, N.A., NEW YORK Free format text: SECURITY AGREEMENT;ASSIGNOR:CHRYSLER GROUP LLC;REEL/FRAME:026404/0123 Effective date: 20110524 |
|
AS | Assignment |
Owner name: CITIBANK, N.A., NEW YORK Free format text: SECURITY AGREEMENT;ASSIGNOR:CHRYSLER GROUP LLC;REEL/FRAME:026435/0652 Effective date: 20110524 |
|
FPAY | Fee payment |
Year of fee payment: 12 |
|
AS | Assignment |
Owner name: JPMORGAN CHASE BANK, N.A., ILLINOIS Free format text: SECURITY AGREEMENT;ASSIGNOR:CHRYSLER GROUP LLC;REEL/FRAME:032384/0640 Effective date: 20140207 |
|
AS | Assignment |
Owner name: FCA US LLC, MICHIGAN Free format text: CHANGE OF NAME;ASSIGNOR:CHRYSLER GROUP LLC;REEL/FRAME:035553/0356 Effective date: 20141203 |
|
AS | Assignment |
Owner name: FCA US LLC, FORMERLY KNOWN AS CHRYSLER GROUP LLC, Free format text: RELEASE OF SECURITY INTEREST RELEASING SECOND-LIEN SECURITY INTEREST PREVIOUSLY RECORDED AT REEL 026426 AND FRAME 0644, REEL 026435 AND FRAME 0652, AND REEL 032384 AND FRAME 0591;ASSIGNOR:CITIBANK, N.A.;REEL/FRAME:037784/0001 Effective date: 20151221 |
|
AS | Assignment |
Owner name: FCA US LLC (FORMERLY KNOWN AS CHRYSLER GROUP LLC), Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:CITIBANK, N.A.;REEL/FRAME:042885/0255 Effective date: 20170224 |
|
AS | Assignment |
Owner name: FCA US LLC (FORMERLY KNOWN AS CHRYSLER GROUP LLC), Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:JPMORGAN CHASE BANK, N.A.;REEL/FRAME:048177/0356 Effective date: 20181113 |